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HAND-BOOK 



Pennsylvania Lines 



/ 

L. G. NloPH ERSON, 

OF THE 
PASSENGER DEPARTMENT, 

PENNSYLVANIA LINES WEST OF PITTSBURGH. 



FIRST EDITION — JULY, 1888. 



COPYRIGHTED, 1888, 



Pennsylvania Lines West of Pittsburch, 




^ 



MAT 




THE PENNSYLVANIA S, 




£M OF RAILWAYS, 



The Purpose 

^F this "Hand-Book" is to give information that may be 
of use to travelers and to present some facts regarding 

the Pennsylvania System of Railways that may possess 
an intrinsic interest be3'ond any effect as an advertisement. 
The propensity for advertising that found means for extensive 
indulgence in the use of paper and printer's ink has, in recent 
years, given rise to an exuberance of form and statements 
that lack dignity and often exceed the truth. This distortion 
has affected the announcements of railway companies, and it 
has happened that railroads deficient in structure and equip- 
ment and forming circuitous routes have been most lavish in 
use of the printer's art and most extravagant in superlative 
assertion. In this "Hand-Book" there is not a statement 
that has not been carefully verified and the truth of which 
cannot be ascertained by the observation or investigation of 
any passenger over the Pennsylvania Lines. 



INDEX. 



GENERAL INFORMATION FOR PASSENGERS, 



THt PtNNSYLVANIA LINtb, 
SCENERY OF THE PENNSYLVANIA 


LINES 


- - - - 


■ '3 
38 


RATES AND DISTANCES, 






■ 39 


REPRESENTATIVES OF THE PASSENGER 


DEPARTMENT, 


8( 


BALTIMORE: 


PAGE. 


LOUISVILLE: 


PAGE. 


MAP OF ENVIRONS, 


- 40 


MAP OF ENVIRONS, 


- 58 


MAP OF BUSINESS PORTION, 


41 


MAP OF BUSINESS PORTION, 


59 


CAB AND CARRIAGE FARES, 


- 42 


CAB AND CARRIAGE FARES, 


- 60 


CHICAGO: 




NEW YORK: 




CAB AND CARRIAGE FARIS, - 

MAP OF ENVIRONS, 

MAP OF BUSINESS PORTION, 


43 
- 44 

45 


CAB AND CARRIAGE FARES, 

MAP OF ENVIRONS, 

HOTELS AND RESTAURANTS, - 


- 61 
62 

- 64 


CINCINNATI: 




MAP OF BUSINESS PORTION, 


66 


MAP OF ENVIRONS, 

MAP OF BUSINESS PORTION, 

CAB AND CARRIAGE FARES, 


- 48 
49 

- 50 


PHILADELPHIA: 

MAP OF ENVIRONS, 

MAP OF BUSINESS PORTION, 


- 68 
65 


CLEVELAND: 




CAB AND CARRIAGE FARES, 


- 70 


CAB AND CARRIAGE FARES, - 

MAP OF ENVIRONS, 

MAP OF BUSINESS PORTION, 


51 

- 52 

53 


PITTSBURGH and ALLEGHENY : 

CAB AND CARRIAGE FARES, - 
MAP OF ENVIRONS, 


71 
- 72 


COLUMBUS: 




MAP OF BUSINESS PORTION, 


73 


CAB AND CARRIAGE FARES, 

MAP, ------ 


- 46 
47 


ST. LOUIS: 




HARRISBURG: 




MAP OF ENVIRONS, 

MAP OF BUSINESS PORTION, 


- 74 
75 


CAB AND CARRIAGE FARES, • 


54 


CAB AND CARRIAGE FARES, 


- 76 


MAP, 

INDIANAPOLIS: 


- 55 


WASHINGTON; 

CAB AND CARRIAGE FARES, - 


77 


CAB AND CARRIAGE FARES, 


- 56 


MAP OF ENVIRONS, 


- 78 


MAP, 


57 


MAP OF CENTRAL PORTION, 


80 



General Information For Passengers. 



WAITING FOR When a person enters a depot or waiting-room 
THE TRAIN. with the bona tide intention of becomins: a 
passenger he is entitled to such protection as the railroad 
company affords to passengers. Friends of his acquaintance 
may accompany him, and while waiting with him in the 
station a reasonable time before the departure of his train 
are entitled to the same protection. Though a railway 
station from its nature is a semi-public place, it is the property 
of the railway company and the company has a right to 
eject trespassers. 

PURCHASE OF Tell the Ticket Agent plainly the kind of 
A TICKET. ticket you desire, your destination, and ask him 
its cost. Before you leave the window see that 3^our ticket 
is correct and count your change. When you accept a ticket 
you agree to be bound by the conditions printed thereon. 
TICKETS. Unlimited tickets, whether local or coupon, are, 
as a rule, sold at the highest legal rates and cover all the 
privileges accorded by the rules of the company. All other 
tickets, of whatever class, sold at a lesser rate are limited, 
and are good for a continuous passage only, from starting 
point to destination. With a ticket limited to expire on a 
certain day, a passenger is entitled to complete his journey, if 



8 HAND-BOOK OF PENNSYLVANIA LINES. 

commenced at any time before midnight of the day of 
expiration, except that if he holds a coupon ticket good for 
passage over two or more roads he will be carried to the 
destination of the coupon of a particular road, whose train he 
may take before midnight of the day of expiration, and the 
succeeding coupons will not be valid. Limited tickets 
remaining unused at the time of expiration will be redeemed 
at the price paid for them, under certain conditions, if for- 
warded by the original purchaser to the General Passenger 
Agent or an authorized agent of the company issuing them. 
Limited tickets that have been partially used will be redeemed 
if presented by the original purchaser, at the difference 
between the full fare for the distance traveled and the cost 
of the ticket. 

CHILDREN. Children under live years of age, in charge of 
a competent person, are carried free, those live and under 
twelve years of age are required to pay half fare, and those 
over twelve 3-ears of age full fare. This rule is rigidly 
enforced, and if children are old enough to render the pay- 
ment of their passage necessary, it will be a saving to 
purchase tickets for them before taking the cars. 

BAGGAGE Baggage consisting of ordinary wearing ap- 
REGULATIONS, parel, not exceeding one hundred and tifty 
pounds to each full ticket and seventy-five pounds to each 
half ticket, will be checked free and carried on passenger 
trains. No single piece of baggage weighing over two 



HAND-BOOK OF PENNSYLVANIA LINES. 9 

hundred and fifty pounds will be checked ; if baggage exceeds 
that weight it will have to be divided. Excess weight will 
be charged for at regular tariff rates, which are usually abouc 
twelve per cent, of ticket rates. Baggage will be kept for 
passengers in station baggage-rooms free of charge for twenty- 
four hours after arrival. For each subsequent twenty-four 
hours or fraction thereof a storage charge w^ill be imposed. 
Articles left in a train, if found by the company's employes, 
will be forwarded to the General Baggage Agent, to whom 
letters of inquiry for lost articles should be addressed with 
full particulars. The railway company is not liable for 
damages for lost baggage that has not been checked and in 
any event its liability is limited to tifty dollars. 

STOP-OVER The privilege of stopping over is a courtesy 
PRIVILEGES, granted by the railway company and not a 
right of the passenger. The legal rule is as follows: " The 
contract for conveyance which exists between a passenger 
and the compan}^ when a ticket has been purchased, is an 
entirety and neither party can compel the other to perform it 
in parts.'' On the Pennsylvania Lines the privilege of stop- 
ping off before reaching the destination of ticket will be 
granted only to holders of lirst-class unlimited tickets, on the 
condition that the stop-over checks will be forfeited if not pre- 
sented within fifteen days from date of issue, as indicated by 
the canceling marks in the checks. No stop-over is allowed 
unless stop-over checks are obtained from the conductor. 



lO HANDBOOK OF PENNSYLVANIA LINES, 

TIME TABLES. Time tables are issued for the information of 
the pubHc and due notice is given when there is a change of 
time. While a railroad company is bound to use all reason- 
able means to run its trains according to the published 
time table, that time table is not to be accepted as positive 
assurance that trains will arrive and depart at the exact time 
specified therein, and the company is not responsible for 
delays or for failure to make connection with trains of its own 
or other roads. 

POINTS AT Tickets will not be honored and cash fare will 

WHICH TRAIN ,-,qj- \yQ accepted on any train to any point at 
DOES NOT STOP ^j^i^}-^ g^^^j^ ^^^-^^ jg jiq^ scheduled to stop. 

TAKING Do not board a train and do not leave your 

AND LEAVING ggat to get off a train until it has stopped at 

^ the platform provided for the reception and 

discharge of passengers. It is good usage to enter a coach at the 
rear door and to leave it at the front door. When a passenger 
chooses to ride on a freight train that carries passengers it is. 
impliedly agreed that he accepts such accommodations and 
conveniences for getting on and off as may be found in the 
usual conduct of freight trains. 

WHEN ON THE Dq j-jq^- stand on the platform and do not put 
"*" your head or your arm out of the window. 

EJECTMENTS. \ passcnger without a ticket may be ejected 
if he refuses to pay his fare, and if the train has been stopped 
for the purpose of putting him otf a subsequent offer to pay 



I 



HAND-BOOK OF PENNSYLVAXIA LINES. II 

his fare does not entitle him to remain on the train. Passen- 
gers who are disorderly or dangerous may be ejected, and the 
New York courts have held that the use of profane language 
in the presence of a lady is sufficient cause for expulsion. 
When an adult accompanying a minor over five years of age 
refuses to surrender a ticket or cash fare covering the child's 
passage, both the adult and child may be ejected. 

PARLOR AND Pqj- geats in parlor cars and space in sleeping 
SLEEPING CA ^^^^ ^ separate fare is always charged, and it 
should be understood that when a person purchases parlor or 
sleeping car accommodations for a certain train, the space 
which he has paid for belongs to him for that train whether 
it is occupied or not; in other words, sleeping and parlor car 
tickets are not subject to extension or redemption. Sleeping 
car rates are based upon "double berth," either lower or 
upper; "section," composed of one double lower and one 
double upper berth, and "state-room," usually composed of 
one double lower, one double upper, one single lower and one 
single upper berth. A double berth wnll accommodate two 
persons, a section four, and a state-room six persons. Berths 
which have been secured by telegraph or letter, or otherwise 
than by the purchase of a sleeping car ticket, will be held at 
the Pullman Car Ticket Office for the person named on dia- 
gram until within ten (lo) minutes of train leaving time; and 
if the person in whose name reservation is made does not 
claim the same at the Pullman Car Ticket Office before 



12 HAND-BOOK OF PENNSYLVANIA LINES. 

that time, the space thus reserved may be sold to another 

applicant. 

TO SECURE IN- Information regarding time and stops of trains, 

'■ tickets, baggage checks, etc., etc., should be 

asked of the company's emplo3'es. At the terminal stations 
of the Pennsylvania Lines are uniformed ushers whose duty 
it is to properly direct passengers and give them any desired 
information, and that they may be readily distinguished all 
trainmen are in uniform while in the discharge of their duty. 

COMPLAINTS It is the desire of the Pennsylvania Lines that 
^^^ their service should be faultless. Co-operation 

GRIEVANCES. r i • • 11 <• 

or then- patrons is requested to the extent or 

reporting to the proper officer of the system, with a full 
statement of date and circumstance, any neglect on the part 
of employes and any incident that seems to indicate defect in 
a method or defect in its application. Full investigation will 
be accorded every complaint and redress made for just griev- 
ance. Communications regarding the passenger service of 
the Pennsvlvania Lines west of Pittsburs^h should be addressed 
to E. A. Ford, General Passenger Agent, Pittsburgh, Pa. 



The Pennsylvania Lines. 



The richest and most productive region of the United 
States extends from the Atlantic Ocean to the Mississippi 
River between the Ohio River and the lakes. At points in 
this territory favored by natural advantages have grown the 
cities of New York, Philadelphia, Baltimore and Pittsburgh, 
on the east, and Cincinnati, St. Louis and Chicago, on the 
west. The Pennsylvania Railroad, originally a link connect- 
ing the valle3's on either side of the Allegheny Mountains, 
extended eastward to New York, down through Baltimore to 
Washington City and over controlled lines leading wxst, until 
the S3'stem of railwa3'S known as the Pennsylvania Lines forms 
an unbroken and, by reason of its central location, the direct 
and shortest thoroughfare connecting these manufacturing and 
industrial cities of the East with the distributing and commer- 
cial centers of the West. In the lines of this thoroughfare are 
the important cities of Harrisburg, Columbus, Dayton, Indianap- 
olis and Ft. Wayne; arms diverge to Wheeling and Louis- 
ville and to the lake ports of Cleveland and Toledo. 

The volume of traffic over the Pennsylvania Lines, con- 
stantly increasing by reason of the rapid growth and develop- 
ment of this territory, has necessitated a commensurate growth 



14 HAND-BOOK OF PENNSYLVANIA LINES. 

in their carrying power and development of the incoherent 
methods of the early days of railroads into a system rigid in 
its grasp of the details of transportation, plastic in its adapta- 
bility to the continually augmenting volume of traffic and the 
varying problems it presents. The growth of carrying power 
is manifested in increasing solidity of track and structure and 
in rolling stock that combines capacity for heavy burdens 
with facility for rapid movement. Cars of greater capacity 
have necessitated engines of heavier build; heavier and longer 
trains, increased strength of track and of bridges. The devel- 
opment of method is evidenced by an organization, symmet- 
rical and exact, under which the duties of every officer and 
every employe are clearly defined. 

TRACK. The track of the Pennsylvania Railroad is pri- 
marily a bed of broken rock approximating two feet in depth. 
This firmly holds the ties on which are laid rails joined by 
fish-plate bars, so that the connection on one side is opposite 
the center of the rail on the other, the effect being that of 
one continuous rail on either side. The heavier, the smoother, 
the more solid the track, the quicker may trains be run over 
it and the less will be the jarring to passengers. These con- 
siderations caused rails originally of iron to be supplanted by 
rails of steel, the weight of which increased to sixty, sixty- 
five, sixty -eight and seventy-two pounds to the yard, and a 
still heavier rail being desirable, the Penns3'lvania Railroad, 
after a series of experiments, has adopted as standard a rail 



HAND-BOOK OF PENNSYLVANIA LINES. ] 5 

weighing eighty-tive pounds to tlie yard and live inches high. 
With a view of introducing further betterments, if it is found 
that Enghsh track produces advantages over American track 
when subjected to the requirements of American traffic, four 
miles of steel rails, iron ties and all English appliances were 
recently purchased from the London & Northwestern Rail- 
way and laid on different portions of the Pennsylvania Sys- 
tem. The track of the Pennsylvania Lines is laid in conform- 
ity with definite specifications which were first formu- 
lated by officers of this system and, as a means toward keep- 
ing it always in the best condition, a spirit of emulation is en- 
couraged among the trackmen by the offer of prizes for the 
first, second and third best sections of track on each division. 
The prizes are awarded at the track inspection annually made 
by officers of the company. Water tanks have been built in 
the bed of the track between the rails, and from them water 
is scooped into the tank of a running locomotive. Where 
cuts have been necessary through the hills and mountains of 
Pennsylvania the banks have been covered with sod, which is 
pleasing to the eye and, in connection with the rock ballast, 
effects an agreeable freedom from dust. At night every 
mile of the track is inspected by watchmen and every rail 
and every frog examined to see that it is in proper position. 

SWITCHES. At yards and railway crossings separate hand- 
switches have been displaced b}- automatic switches controlled 
from a tower overlooking the various tracks. By means of 



l6 HAND-BOOK OF PENNSYLVANIA LINES. 

interlocking apparatus these switches prevent deraihnent or 
turning of a train on the wrong track. In many States, by the 
act of legislature, trains are no longer compelled to stop at 
railroad crossings protected by the inter-locking apparatus, 
thereby saving time. 

BRIDGES. The first bridges in the United States were of 
wood. The Pennsylvania Railroad was the pioneer in build- 
ing railroad bridges of iron and now, in accordance with the 
general solidification of its structure, the bridges of iron are 
giving wav to indestructible bridges of stone, over thirty 
being placed in position during the year 1887. 
LOCOMOTIVES. In the erection of locomotives, the Pennsyl- 
vania Railroad has experimented in countless directions with 
results so eminently successful that its locomotives are 
acknowledged by the best machinists to more nearly approach 
perfection than those of any other build. Nothing but the 
finest material is used in the construction of these machines 
and every part is thoroughly tested before the finished engine 
is placed in service, the water and steam tests to which the 
boilers are subjected being especially exhaustive and severe. 
They are classified according to weight, dimensions and the 
service for which intended. From the shifting engine that 
weighs 44,000 pounds, with driving wheels forty inches in diam- 
eter, to the mammoth engine of class R that weighs 118,000 
pounds, with driving wheels fifty inches in diameter and that 
can draw one hundred and twenty cars at a time, there are 



HAND-BOOK OF PENNSYLVANIA LINES. I 7 

live classes of engines used in the movement of freight. 
There are eleven classes of passenger engines, which reach 
their climax in the magnificent machine of class K, weighing 
96,700 pounds, with driving wheels six feet six inches in di- 
ameter and which can make with a train, day in and day out, 
a mile a minute as a regular run. At the end of every trip 
each engine is cleaned and carefully inspected. 
PASSENGER A light superstructure possessing strength, 
^^^^- staunch running gear arranged to produce the 
least friction and jarring, comfortable seats, good ventilation 
and abundant light are ends to be attained in the construction 
of passenger cars, and that they have been achieved by the 
Pennsylvania Lines needs no proof other than an examination 
of one of their coaches. Those of latest build are models of 
architectural beauty and handsome finish. The seats are 
cushioned with plush supported by ease-giving springs; the 
walls and ceilings are decorated with combinations of colors 
restful and pleasing and the broad windows are filled with 
the finest quality of plate-glass. About fifty old passen- 
ger coaches were sold b}' the Pennsylvania Railroad during 
1887, and as the policy of the system has been to sell and 
otherwise dispose of old coaches the passenger cars used on 
its lines are of modern styles. The vital parts of each pas- 
senger car are inspected daily and the cars are kept scrupu- 
lously clean, the annual cost for washing them being over a 
quarter of a million dollars. This cost covers simpl}' the 



1 8 HAND-BOOK OF PENNSYLVANIA LINES. 

cleaning and does not include painting or varnishing. The 
Pennsylvania Lines owning over two thousand passenger cars, 
a greater number than any other railway system in the United 
States, are enabled to meet the demands of the enormous 
traffic of the summer months, and when travel is not so heavy 
to leave a sufficient number of cars in service while others are 
being repaired, repainted and revarnished. There are in- 
spectors whose duty it is to see every passenger car and make 
periodical reports of its condition. Between the first of Sep- 
tember and the first of June every car on the system is taken 
into repair shops and thoroughly overhauled. 
PULLMAN CARS The sleeping and drawing-room cars used on 
the Pennsylvania Lines bear the celebrated name of Pullman. 
The characteristics and advantages of these cars are so widely 
known that it is sufficient to say that the Pullman Company 
has kept pace with the progressive spirit of the times. Its 
cars, always luxurious and fitted with conveniences of latest 
device, have reached their highest development in the addi- 
tion of vestibules which completely cover and enclose the 
platforms, forming two or more connected cars into a series 
of combined apartments and acting as hallways into which 
neither dust, wind, rain, snow or the storm of any season can 
enter. 
CAR WHEELS Car wheels are carefully cast, put through a 
AND AXLES, proccss of gradual and uniform cooling known 
as annealing, submitted to an inspection during which they 



HAND-BOOK OF PENNSYLVANIA LINES. I9 

must withstand four heavy blows with a twelve pound sledge 
and then wheels selected at random are tested as follows: 
The wheel is placed flange downward on three points of sup- 
port of an anvil block weighing one thousand, seven hundred 
pounds set on rubble masonry two feet deep. It is then 
struck centrally on the hub by a weight of one hundred and 
forty pounds falling from a height of twelve feet, and the 
Avheel so tested is not accepted as ht for use unless it resists 
five such blows without fracture. All axles used on passen- 
ger locomotives and passenger cars are made of steel with 
utmost care. Before being placed in service an axle must 
resist without fracture five blows at twenty-five feet of a weight 
of one thousand six hundred and forty pounds, striking mid- 
way between supports three feet apart, the axle being turned 
over after each blow. Axles for freight cars are similarly tested, 
and it is almost within the bounds of truth to say that after 
being accepted for service a Pennsylvania standard axle never 
breaks. The liability to accident caused by the hauling of 
freight cars of various lines that may not all be constructed 
with proper precaution is a problem that has long engaged 
the attention of the Master Car Builders' Association, and it 
is hoped that a solution will be reached. The Pennsylvania 
System endeavors to avoid such accidents by carefully 
inspecting freight cars of other roads before accepting them 
in their trains, but it is obvious that the wheels and axles 
• cannot be subjected to the severe tests described. 



20 HAND-BOOK OF PENNSYLVANIA LINES. 

JANNEY First in order of the appliances that come into 
COUPLER AND action in the operation of a complete passenger 

■ train is the Janney Coupler and Buffer. This 

device is made of thoroughly tested malleable iron and pro- 
duces results that place it far in advance of an}- coupler that 
has ever been invented. It was first used on the Pennsyl- 
vania Lines and has received the indorsement of the National 
Master Car Builders' Association. An idea of its action may 
be gained by the reader if he will bend his arms so that his 
opened right and left hands will be in front of him in a hori- 
zontal line, the palm of the left hand and the back of the 
right hand toward his body, the middle fingers pointing 
toward each other. Then bend the fingers of each hand as to 
hold a book between them and the palms. The fingers of the 
left hand will then be bent toward the fingers of the right hand 
away from the body and the two hands with the wrists will 
represent the Janney Couplers of two cars that are ready to be 
joined. Now thrust the hands together so that the fingers 
will interclasp and then close them tight. An efiect has 
been produced which corresponds to that caused by the 
Janney Couplers when two cars are pushed together, the 
tightening clasp of the couplers being efi'ected by automatic 
springs. The buffers are wrought iron bars, two of which 
are attached to either end of everv car. The rear ends of 
the buffers rest on steel springs concealed under the platform 
and the front ends, welded to circular disks, project five or 



HAND-BOOK OF PENNSYLVANIA LINES. 21 

six inches in front of the platform, one on either side, in a 
line with the aisle end of the seats in the car. When two 
cars are coupled the buffers projecting from one car meet 
the bufl:ers projecting from the other and the shock of contact 
being largely taken up by the buffer springs affects the 
passengers much less than if its full force were thrown 
upon the couplers. The springs, b}" an ingenious arrange- 
ment, throw the buffer bars forward when the cars are 
coupled and also throw them forward when the train is in 
motion and the pull of the couplers is in an opposite direction. 
This forward impulsion of the buffers when the cars are being 
coupled further lessens the shock to passengers and their 
forward impulsion when the train is running, gives close 
contact on both sides of the platform, imparting steadiness 
and uniformity of motion throughout the train and presenting 
oreat resistance in case of collision. 

WESTINGHOUSE It has not been a score of years since the 
AIR-BRAKE, stoppage of passcnger trains was effected by 
brake-bars to which were attached chains that were tightened 
by being coiled around an iron rod w^orked from the platform 
by a wheel turned by hand. When a train was stopped or 
started there was the sound of the whistle, hurrying of 
brakesmen, rattling and clanking of chains and a jolt or a jerk 
that was not conducive to the ease of a passenger's nerves. 
The Westino-house Air-Brake banished the hand-brakes. It 
was on the Pan Handle, the southwestern portion of the 



2 2 HAND-BOOK OF PEXXSYLVAXIA LINES. 

Pennsylvania System, that the air-brakes were first tried and 
it was the Pennsylvania Lines that first recognized and put 
them in general use. They now form a portion of the 
equipment of every passenger and of most freight trains. 
Air is pumped and compressed into a main reservoir attached 
to the engine, conveyed through pipes to auxiliary reservoirs 
under each car that are connected with cylinders, in each of 
which moves a piston attached to the brake-levers. When it 
is desired to stop a train the engineer opens a valve, the 
compressed air rushes out of the pipes, a valve in front of 
each auxiliary reservoir descends, permitting the compressed 
air in the auxiliarv reservoir to rush into the brake-cylinders 
forcing out the pistons, which thrust forward the brake-levers 
to which are attached concave shoes that close directly upon 
each wheel so that it cannot turn. The engineer can also 
adjust his valve so that the brake-cylinders can be filled and 
the train stopped without mediation of the auxiliary reser- 
voirs and by another appliance the brake may be set and the 
train stopped from an}' car. By the Westinghouse air-brake 
a passenger train running at the rate of forty-five miles an 
hour can be brought to a full stop within seventy-five }-ards 
without jarring the passengers. 

WHISTLE Communication between the conductor and 
SIGNAL. engineer of a running train is absolutely nec- 
essary and has heretofore been effected b}- means of a cord 
extending from one car to another, just below the ceiling, to 



HAND-BOOK OF PENNSYLVANIA LINES. 23 

the engineer's cab, where it was attached to a bell. Certain 
rings of the bell conveyed messages to the engineer, to which 
he replied by certain blows of the steam whistle. The bell- 
cord could not always be depended upon and on the Penn- 
sylvania Lines it has been superseded by an air whistle 
apparatus operated on the same principle as the air-brake. 
The opening of a valve, one of which is in every car, blows 
a whistle in the engineer's cab, thereby communicating the 
conductor's desires. The air whistle is always reliable and 
as the trainmen naively express it a conductor no longer has 
to strain his muscles in "a tussle with the bell rope." 

GAS Passenger trains were originally lighted by 

AND ELECTRIC candles, then by oil lamps, which are still 

generally used. The Pennsylvania System 

was the first to experiment with and successfuU}^ establish 
a system of lighting passenger trains by gas from reservoirs 
under each car. A system of electric lighting has recently 
been devised which meets the requirements of a running 
train, It is in constant use on the Pennsylvania Limited 
and when perfected in all its details will be applied to other 
passenger trains on the System. 

STEAM HEAT. It is hoped that by the autumn of 1888 car 
stoves will, like hand-brakes, be things of the past. Six or 
eight methods of heating passenger trains b}- conveying 
steam from the locomotive through the various cars have 
been devised. Some of them have passed the experimental 



2 4 HAND-BOOK OF PENNSYLVANIA LINES. 

Stage and during the winter of 1 88 7-8 were used on several 
of the Pennsylvania trains. 

ALTOONA While there are in the United States car 
SHOPS. building and engine building establishments 
that supply railway companies with excellent work and are 
therefore deservedly well patronized, experience has taught 
the Pennsylvania System that the best results in every respect 
can only be secured b}' having its cars and engines built 
directly under its own supervision, in its own shops, by its 
own employes, in accordance with its own standard specifi- 
cations. The Penns}'lvania Lines own and control extensive 
shops at Allegheny, Pa.; Wellsville, Dennison and Columbus, 
Ohio; Ft. AVayne and Indianapolis, Ind.; but the mechanical 
center of the system is at Altoona, Pa. At this town, on 
the eastern slope of the Allegheny ^Mountains, just below 
their crowning ridge, where the pure mountain air always, 
in motion prevents even in midsummer the debilitating effects 
of heat, the Pennsylvania Railroad established machine shops 
in 1850 and in 1S70 shops for the erection and repair of all 
the cars used on its lines. Department after department has 
been added, until the Altoona shops at present are larger and 
more complete than any shops in the world devoted to rail- 
way manufacture. The shop buildings have an area of six- 
teen acres, employ five thousand men and represent a value 
of $3,600,000. Enormous quantities of rough iron and 
unhewn timber within their walls are transformed into finished 



HAND-BOOK OF PENNSYLVANIA LINES. 25 

freight cars at the rate of thirty per day, complete passenger 
coaches at the rate of sixteen per month and standard loco- 
motives at the rate of eleven per month. The processes of 
this transformation are wrought b}' hundreds of different 
machines and trained and skillful workmen. In spacious 
rooms, lighted by the blaze of furnaces and the glow of 
molten metal, gigantic hammers pound reddened masses of 
iron into this shape and that, forging and forming them into 
frames and bars and pinions. Grooved dies, impelled by 
massive machines, close upon bars of iron and from each 
embrace of a second's duration falls a bolt with round shank 
and finished head. In other machines, tools of tempered 
steel roll shavins^s from fororino^s and castins^s of iron and 
steel and glittering drills bore through iron plates four and 
six inches thick easily as an auger pierces a board. Here is 
the casting of wheels and the turnino: of axles, the bano-ins^ of 
anvils and the roar of rushing air that blows the dross from 
iron ore. Amid the buzzing of saws and the whir of planes, 
logs of oak and pine, slabs of walnut and ash, are wrought 
into finished forms, from the sash of a car window and 
the arm of a car seat to the heavy stanchion of a car floor. 
In large rooms filled with light and resounding with the hum 
of revolving belts and turning wheels are fashioned the finer 
pieces of mechanism, including even the delicate telegraph 
keys. And in erecting shops of vast proportions these 
different shapes of iron and wood and steel are fitted into 



26 HAND-BOOK OF PENNSYLVANIA LINES. 

place and, combined, form the finished car, the strong and 
graceful engine. All the products of the Altoona shops in 
shape, weight and size are made in conformity with definite 
specifications that cover every detail of material and con- 
struction and which are based upon the result of years of 
experiment and test. This experiment and test is unceasing, 
for the Pennsylvania System no sooner improves any part of 
its equipment than it endeavors to effect still further injprove- 
ment. Whenever rigid examination proves a proposed change 
worthy of adoption the specifications covering the construc- 
tion of the mechanism which the change affects are at once 
altered to conform to the readjustment determined upon. 
ALTOONA Proof that the specifications covering the 
TESTING quality of material used in the Altoona shops 
LABORATORY, are full}^ met is obtained through Physical 
and Chemical Testing Laboratories, in charge of experts of 
well-known reputations. In the physical department sample 
pieces of every lot of iron and steel are subjected to tensile 
and torsional tests, which must show that the mass from 
which they were taken is capable of resisting future strains, 
and in the chemical department filings from these masses of 
iron and steel are subjected to chemical analyses, which 
must demonstrate that their elementary components are com- 
bined in the proportions that ensure greatest cohesion. In the 
chemical laborator}- samples of supplies of every kind pur- 
chased by the Pennsylvania Lines — soap, lubricating oil. 



HAND-BOOK OF PENNSYLVANIA LINES. 27 

head-light oil, sulphate of copper, caustic soda, zinc, sal 
ammoniac, disinfectant, bronze, mineral wool, paints and other 
materials— are also analyzed and rejected if they do not meet 
the established requirements. When this laboratory was 
established, the analyses and tests often detected adulterations 
and faults in material caused by deliberate intention to defraud 
on the part of manufacturers and furnishers of supplies, a 
notable instance being a lot of vermilion ordered for use in 
mixing car paint, which, w^hen analyzed, was discovered not to 
have a trace of vermilion in its composition. It is now seldom 
that fraudulent material is wilfully offered, and the usefulness 
of the laboratory largely lies in detecting lack of standard 
qualit^' in material, caused b}' negligence of employes, mis- 
understanding of specifications or faults of manufacture. 

The researches at Altoona for means of improving the 
construction and equipment of the Pennsylvania Lines are 
conducted absolutely reo-ardless of expense. Waste is not 
countenanced, but when a new design or new method is 
under examination the material and appliances requisite to 
its fullest development are obtained at no matter w^hat cost 
and no matter from what portion of the earth's surface they 
niust come. 

OIL AS An illustration of this disregard for expense is 

LOCOMOTIVE furnished by recent experiments with oil as 

— — = fuel for locomotives. The strain upon firemen, 

necessity for large fire-boxes, the carrving of tons of coal, the 



28 HAND-BOOK OF PENNSYLVANIA LINES. 

accumulation of ashes and cinders and the expulsion of vol- 
umes of smoke are well-known objections to coal which the 
Pennsylvania Railroad has long tried to overcome and which 
it has reduced to a minimum by the extensive use of anthra- 
cite coal. In pursuance of an idea that oil might be used as 
locomotive fuel, analysis and investigation was made of the 
oil from the fields of Pennsylvania and an expert was sent to 
Russia to examine on the ground the product of the fields 
of Baku. After months of stud}- and device of proper 
appliances two passenger trains were successfully run with 
locomotives equipped for the burning of oil and the practica- 
bilit}' of its use was fully established. It possibly mav be 
introduced on some of the Pennsylvania's fast express trains, 
but will probably not come into general use at present, for if it 
were now adopted on all trains the Pennsylvania Lines alone 
would consume one-fourth of the oil product of the world. 

REPUTATION Railwa}' appliances are constantl}' being sent 
OF ALTOONA ^q ^\-^q Altoona shops by inventors and manu- 

■■ facturers for an examination bv and expression 

of opinion from the Pennsvlvania officials. An inspection is 
always accorded them and a detailed statement of their prac- 
ticability furnished. When an appliance receives the approval 
of the Pennsylvania Lines, the inventor so advertises, at once 
feels certain of its success and considers himself on the high 
road to fortune. An extensive list could be made of men 
prominent in railroad circles throughout the United States, 



HAInD-BOOK of PENNSYLVANIA LINES. 29 

who received their early training here, and it is in these 
shops that raih'oad officers desire sons destined for a raih'oad 
career to serve their apprenticeship. 

STATIONS. In connecting commercial centers, it has been 
necessarv for iVmerican railroads to traverse great distances 
through sparsely settled territory. The track and rolling 
stock being the first considerations, and often absorbing nearly 
all the capital available for construction, comparatively little 
attention was paid to the building of stations. With the 
growth of traffic consequent upon the development of and 
increase of population in its terminal cities and the country 
penetrated bv the Pennsvlvania Svstem, capital and attention 
were devoted to its stations, and results are conspicuous in 
the magnificent structures at Philadelphia, Baltimore, Wash- 
ington, Cincinnati, Indianapolis and Chicago, where comino- 
dious waiting-rooms, cafes, baggage-rooms, ticket offices, 
telegraph offices and barber shops afford conveniences for 
the comfortable care of thousands of passengers a day. A 
new station will be erected at Pittsburgh, and depots owned 
in connection with other railroads are occupied at Cleveland, 
Columbus, Louisville and St. Louis. The improvement in 
stations is not contined to the larger cities, but is noticeable 
in those of the smaller towns and suburban stations of recent 
build, are tasteful structures of frame, brick and stone, with 
large waiting-rooms, open tire-places and tile or hardwood 
floors. 



30 HAND-BOOK OF PENNSYLVANIA LINES. 

RUNNING OF With development in construction and equip- 
TRAINS. ment there has been a corresponding develop- 
ment in the methods that govern the running of trains. The dif- 
ferent portions of the Pennsylvania System are operated by 
divisions, varying from one hundred to two hundred miles in 
length. For each division is a printed schedule, showing 
the time of each train at every station and the time and 
places for passing other trains. Before invention of the tele- 
graph, the schedule alone sufficed for the government of trains 
and on many railways it remains unsupplemented to-day. 
Where numerous trains are constantly running in opposite 
directions on the same track, central control of their movement 
is evidently desirable. This control is gained by means of the 
train order system and the electric telegraph. For each 
division and subdivision is a train dispatcher's office, con- 
taining tables on which are telegraph instruments connected 
by wire with telegraph stations along the road. In front of 
each telegraph station is a target which will display either a 
red or white signal. A white signal means that the track is 
clear and a train may pass, a red signal that the train must 
stop. At each table in the dispatcher's office sits a train 
dispatcher and his assistant. In front of the dispatcher 
is a blank "Record of Trains/' in which he enters each day 
the train number of each train, the number of cars composing 
it, the number of the engine, the names of the conductor and 
engineer, the time it starts from the terminal station, the 



HAND-BOOK OF PENNSYLVANIA LINES. 3 1 

time it passes eacli station on the division, and other notations 
necessary to a complete record of its performance. An exact 
history of each train is therefore contained in the record 
books of the divisions over which it passes. The operators 
along the line telegraph to the train dispatcher the time each 
train passes their stations and the orders governing its move- 
ment are telegraphed by the train dispatcher to the station 
operators. As an order is being sent, the dispatcher's assist- 
ant copies it into a "Record of Train Orders." The operator 
receiving the message writes it on manifold paper that gives 
three or more impressions at once and then repeats it back to 
the train dispatcher's office, where the assistant dispatcher 
compares it word for word with the copy he has written in the 
train order record and advises the operator if it has been cor- 
rectly received. The operator files one copy of the order in 
his office ; when the train comes to a stop gives another copy to 
the conductor and the third to the engineer, whose receipts he 
takes. He then displays the white signal, allowing the train 
to pass, and telegraphs the train dispatcher that he has deliv- 
ered the orders and holds the receipts of conductor and 
engineer. The red signal is displayed in front of every tele- 
graph station, and only changed to white to permit the 
passing of a train entitled to proceed. The train dispatchers 
familiar with every mile of their division, the location and 
capacity of every side-track, are by the telegraph and train 
order system enabled to direct the movement of every train 



32 HAND-BOOK OF PENNSYLVANIA LINES. 

SO that it will run in safety. It is their duty to keep 
trains at least ten minutes apart. The main line of the 
Pennsylvania Railroad, and considerable portions of the 
Pennsylvania Lines leading east from St. Louis, Chicago 
and Cincinnati to Pittsburgh, are composed of double 
tracks, one of which is exclusivelv occupied bv west- 
bound, the other by east-bound trains. On these double- 
track lines the schedule and train order s^'stems are rein- 
forced by the ''Block-SignaL' system. Stations which dis- 
pla}' white, red or green signals, built at intervals along the 
track, divide the road into blocks averag-ino- about three 
miles in length. When a train enters one of these blocks the 
red signal is displayed and it is not changed to white until the 
operator at the next station telegraphs that the train has 
passed from that block into the next. B}' this arrangement 
trains are kept at least three minutes apart and there is no 
possibility of collision. The green signal indicates caution. 
A further precaution against collision used on both single and 
double track lines is, that when a train comes to an unsched- 
uled stop the rear brakeman, entitled the '' flagman," must 
go back six hundred }ards and place a torpedo on the rail, 
the explosion of which will cause any approaching train to 
stop. He then must go back an additional six hundred \ards 
and place two torpedoes, the explosion of which will cause 
any approaching train to proceed with caution. He then 
returns to a point within nine hundred vards of his train, 



HAND-BOOK OF PENNSYLVANIA LINES. 33 

where he stands ready to signal any approaching train, until 
recalled by the whistling of the locomotive, when he removes 
the tirst torpedo, leaving the other two torpedoes as a 
cautionary signal. 

The quick time of even the fastest express trains of the 
Pennsylvania System is not attained by running at a rate of 
speed inconsistent with the maintenance of every safeguard. 
To the precautions that ensure the safety of passengers are 
added measures contributing to their convenience. Con- 
ductors and brakemen will cheerfullv mail letters, send tele- 
grams and answer inquiries. From passengers in sleeping cars 
the sleeping car conductor not only lifts the Pullman but the 
passage tickets, which he presents to each train conductor for 
proper cancellation. Passengers in sleeping cars therefore 
need not think of their tickets after once presenting them 
and are saved the old-time annoyance of being wakened in 
the middle of the night to have their tickets punched. 

EMPLOYES. In the construction, maintenance and operation 
of the Penns3'lvania Lines are constantl}' emplo}"ed fifty 
thousand men. Their selection is governed bv fitness for 
the positions they are to occupy and they are promoted from 
one position to another as their ability is demionstrated and 
vacancies occur. This holds good in all branches of the 
service and management. It is a rare exception when a man 
is taken into any but the lowest grades of the service and 
the beneficial results of the system of promotion are evidenced 



34 HAND-BOOK OF PENNSYLVANIA LINES. 

by the fact that from the President down, with but few excep- 
tions, the present general officers of the Penns}lvania Lines 
entered their employ in youth, and serving through positions 
that presented successively greater scope to their broadening 
minds and increasing ability, learned to obey before being 
placed in command. Intemperance is not permitted in any 
rank of the service and preference is given those who entirely 
abstain from intoxicating liquor. That this is not empty 
assertion there is abundant proof. 

REQUIREMENTS Engineers, conductors and flagmen have to 
OF TRAINMEN, undergo a rigid examination to prove their 
knowledge of the physical characteristics of the road, the 
code of rules and of the especial requirements of each position 
before securing an appointment. Engineers inust be familiar 
with the mechanism and working of every part of an engine 
and conductors must attend a " conductor's school " where 
they are instructed in regard to railroad geography, the 
handling of tickets and course of procedure under different 
conditions that may arise in the discharge of their duties. 
Uniform courtesy is especially insisted upon in all emplo3'es 
"who have intercourse with passengers. 

ESPRIT DE The employes of the Pennsylvania Lines are 
CORPS. compensated sufficiently to make them self- 
respecting and reliable and are disciplined to the highest 
standard. A powerful preventive of discord is that men 
filling the highest offices are expected to consider themselves 



HAND-BOOK OF PENNSYLVANIA LINES. 35 

employes as well as the humblest. Subordinates are expected 
to follow their instructions to the letter, to pa}- due respect 
to their superiors and at the same time superior officers 
are required to be considerate and just in intercourse with 
subordinates. All understand that they must work together 
for the common good of the service and a personal interest 
in the economical and effective working of the system is fos- 
tered on every hand. An evidence of this is the " coal 
premium " plan. The allowance of coal necessary as fuel for 
an engine is placed at a certain number of pounds per car 
mile. If an engineer and fireman lill the requirements of the 
running schedule with a less amount they are paid half the 
value of the coal saved. If they exceed the allowance they 
are not charged with the excess, but their conduct of an 
engine is examined with a view toward improvement. 

IN While the first consideration of the Pennsyl- 

CONCLUSION. vania System in the training of its employes 
is the maintenance of its physical standard and the safe and 
speedv movement of its trains, it is no less alert in the adoption 
of ever\- measure and ever}- precaution conducive to the sys- 
tematic conduct of its traffic, linances and accounts. In these 
departments, as in all others, the methods of the Pennsylvania 
Lines are, by the admission of experts, the best in the United 
States. A man trained in the Pennsylvania service possesses 
a recommendation that enhances his merits and contributes 
to his success. This is attested by the well-known fact that 



36 HAND-BOOK OF PENNSYLVANIA LINES. 

graduaies of the Penns3ivania Lines are in leading positions 
in the various departments of railway management through- 
out the country. 

This description has failed of its purpose if it has not 
shown that in every detail the materials and methods used 
by the Pennsylvania Lines must conform to the highest 
attainable standard and that in all departments at all times 
there is unceasing endeavor to elevate that standard. Con- 
stant improvement is evidenced not only by detailed working, 
but in the vigorous action of the S3'stem as a whole. At 
present new tracks are being laid, new bridges are being 
built and new engines and new cars erected, all to provide 
power and means for the prompt movement of freight and 
the running of passenger trains on time. 

The Pennsvlvania System during the 3-ear 18S6 moved 
one mile 7,634,505,463 tons of freight and carried one mile 
903,699,466 passengers. These figures exceed by millions 
those contained in the traffic statement of any other railway 
system on the continent. The amount of this freight exceeds 
the entire tonnage annually carried b}' the merchant marine 
of Great Britain, and the improvement in the facilities for its 
transportation is evidenced by the significant fact that while 
previous to 1870 the average rate charged per ton per mile 
for the movement of freight was about one cent and one-half, 
it was in 1886 little over one-half cent. This reduction has 
applied to through freight and to local freight in proportion. 



HAND-BOOK OF PENNSYLVANIA LINES. 37 

The Pennsylvania Lines not only serve the country which 
they penetrate and the cities which they connect, but b}^ 
reason of their central location form an important link in the 
chains that bind together the East and the West, the North 
and the South, London with San Francisco, Australia with 
New York. To the care of their employes are entrusted, 
every minute and hour of every day of the year, the precious 
lives of thousands; to their trains are given the inconceivably 
varied and valuable products of a nation of producers. To 
the safe carrying of passengers, and the equally safe trans- 
portation of freight, the Pennsylvania Lines stand pledged, 
and to do this great work in the most perfect manner is the 
highest ambition alike of officer and employe. 



SCENERY OF THE PENNSYLVANIA LINES. 



The scenery through which the Pennsylvania Lines lead on their 
way to the East compels the admiration of every one whose mind re- 
sponds to Nature's beauty. Trains from St. Louis, Indianapolis and 
Cincinnati pass by busy towns, through rich farming regions, at 
Steubenville cross the Ohio River, and then through hills where the 
miner's pick and the flames from coke ovens evidence the presence 
of King Coal, approach the Monongahela River, over which they 
cross into Pittsburgh Union station. Trains from Chicago, Toledo 
and Cleveland likewise pass busy towns and fruitful farms and be- 
fore reaching Pittsburgh run through the Sewickley Valley that bor- 
ders the Ohio River a few miles below its source. To the left, taste- 
ful country homes with well-kept lawns line the track, farther back a 
range of hills lift their tops of varied contour and here and there 
burn the flambeaux of natural gas. On the other side, beyond the 
queenly river, farm and garden alternate with hill and meadow. 

From Pittsburgh the journey continues over the Pennsylvania 
Railroad. Whirling by the gigantic Bessemer mills and up the 
western slope of the Allegheny Mountains the trains pass round the 
Pack Saddle, where the mountains curve in the form that gives the 
spot its name and the Conemaugh River ripples and plashes like 
dancing silver. On by the splendid hotel at Cresson and through 
the tunnel that bears the name of the Russian Prince, Gallitzin, to 
the Alleghenies' summit, and then through the Allegrippus and 
down the approach to Horse Shoe Curve they roll. Past the broad 
chasm and the artificial lake, around Kittanning Point and the lower 
arm of the Curve, the course leads to Altoona, the mountain bee- 
hive of the Pennsylvania Railroad, and then on by the Juniata, 
through scenery of unbroken grandeur, by queer old towns and over 
the Susquehanna to Harrisburg. From here passengers may go 
down through Baltimore to the nation's capital or continue through 
rolling valleys, rich and green and fair to look upon, even to the 
streets and parks of the Quaker City. From Philadelphia a spirited 
two-hours' run, and before one realize^how quickly time has passed 
he is crossing the North River on one ^f the big ferry-boats, sur- 
rounded by the sails of yachts, the massive hulls of the Trans-At- 
lantic steamers and the wheezing, darting tugs that all form part of 
the ever beautiful panorama of the harbor of New York. 

38 



TABLK ok R^Va^ES AND DISTANCKS 

VIA THE 

PENNSYLVANIA LINES. 



n 



Baltimore.. . 
Chicago .... 
Cincinnati . . 
Cleveland.. . 
Columbus.. . 

Dayton 

Harrisburg- . 
Indianapo'is 
Louisville.. . 
New York. . 
Philadelphia...: 13S 
Pittsburgh 1 333 



pq E 
801 

G4G 

482 
526 
59G 
85 
714 
756 
229 



St. Louis 

Terre Haute 

Toledo 



Washington, 

D. c.:.. .. 



17.50 



295 



314 
2G6 
717 

194 
304 
912 
822 
468 



757 
667 
313 
363 
196 



U 
11.00 

10.00 

7.25 

,^ c 

o~ 

171 
241 
397 
359 
401 
593 
503 
149 
599 
432 



3 




..Q 


c 


E 


o 


3 


>1 




C3 


U 


O 


12.75 


14.00 


*9.20 


7.75 


*3.40 




* 
4.15 


5.55 


S rn 


* 


■^ ^ 


?.(I5 


o-o 




u 


c 













^ 




rt 




Q 


441 


512 


188 


110 


330 





037 


70.S 


547 


618 


193 


264 


428 


350 


261 


183 


569 


640 


175 


246 



2.64 
17.25 
13, 

10.75 
12.50 
13.75 

629 
671 
196 
105 
248 
869 
702 
50i; 
128 
314 



10.00 

* 
5.50 

8.25 
5.30 
'3.30 
15.75 

110 
825 
735 
381 



►J 
17.50 

*9.00 



10.75 
6.90 



17.25 

'3.50 

'3 — 

X' 

867 

777 

423 

350 

183 



799 
405 



5.30 
20.00 
18.00 
13.00 
16.00 
16.00 

5.50 
19.00 
21.50 

90 

444 

1,065 

898 
705 
267 
510 



HI 

•a 

* 
2.80 

18.25 

16.50 

11.50 

14.00 

15.50 

3.15 

17.50 

20.00 

2.E0 

, tt 

-^ 

354 
975 
808 
615 
181 
420 



9.00 
12.00 
9.40 

4.00 

* 
6.00 

* 
8.05 

7.45 

* 
11.30 

11.90 

10.50 

9.00 

621 
454 
261 
376 
66 



20.25 

* 
7.50 

10.00 

15.25 

12.80 

10.80 

20.00 

7.50 

8.00 

23.50 



13.50 



bo 

s . 



5.55 

10.50 

* 
7.55 

5.55 

18.00 

2.25 

5.50 

20.75 



22.0019.75 
17.25 13 55 



4.25 
13.25 
6.35 
8.95 
16.25 
14.25 



^ 3 
>-4 



5.25 

4) «J 






997 
603 



830 
629 



1.20 
17.50 
14.00 
11.00 
12.75 
14.00 

3.84 
16.00 

17.50 

He 
6.50 

''4.00 

9.00 

20.25 

18.25 

13.50 



,t< be 

1^.5 



lO.CO 
11.00 

7.90 

4.10 

4.50 

6.55 

*9.45 y 

l> 

9.80 f] 

Cfl 

10.40 ' 

12.50 

11.00 

* 
2.00 

15.75 

12.05 

6.55 

10.00 

1.S 



r)IST-A^"tTCES. 



The rates given in the above table are those in effect July ist, 1888, and are 
subject to change. They apply to first-class limited tickets, good for continuous 
passage only, except those marked *, which apply for first-class unlimited tickets. 




BALTIMORE. 

40 




BALTIMORE (Business Portion). 
41 



BALTIMORE, 



The principal hotels of Baltimore have omnibuses which meet the important 
trains at each depot and in which twenty-five cents is charged for each passenger 
from depot to hotel or vice versa. 

The Union Transfer hansoms and Standard and Baltimore Cab Go's., within 
the district bounded by Central Avenue on the east, Pratt Street on the south, 
Fremont Street on the west, Mosher Street on the northwest and Huntingdon 
Avenue on the north, charge twenty-five cents for each passenger; beyond these 
limits fifty cents per passenger. By the hour these cabs charge seventy-five 
cents. 

Union Transfer coupes, within the same limits, charge fifty cents for one 
passenger, seventy-five cents for two passengers or one dollar per hour. 

Union Transfer and public carriages charge seventy-five cents for one pas- 
senger and twenty-five cents for each additional passenger; by the hour, one 
dollar and fifty cents for the first and one dollar for each additional hour. 

Public hack stands are located as follows: 

Monument Square, Calvert Street, opposite the new Post-office Building. 

Charles Street, opposite Union Station. 

Camden Street, opposite Union Station. 

South Eutaw Street, below Baltimore. 

Cab stands are located as follows: 

Corner Light and Baltimore Streets. 

Southeast corner Baltimore and Calvert Streets. 

Northwest corner Baltimore and Eutaw Streets, at Eutaw House. 

From Baltimore the Pennsylvania Railroad controls lines leading East to 
Philadelphia, New York and the resorts of the New Jersey coast. 

South to Washington and Richmond. 

North to Harrisburg, Williamsport, Elmira and Canandaigua. 

West to Pittsburgh, Cleveland, Toledo, Columbus, Cincinnati, Indianapolis, 
Louisville, St. Louis and Chicago. 



I 



CHICAGO. 



The rates of fare for cabs and carriages in the city of Chicago have been 
fixed by city ordinance as follows: 

For cabs and other one-horse conveyances, one mile or fraction thereof, for each 
passenger, for the first mile, twenty-five cents; for each succeeding mile or frac- 
tion thereof, for one or more passengers, twenty-five cents. By the hour cab 
charges will be: For the first hour, seventy-five cents; for each succeeding 
quarter-hour, twenty cents. For service outside the city limits or in the parks: 
For the first hour, one dollar; for each succeeding quarter-hour, twenty-five cents. 

For hacks and other vehicles drawn by two horses rates will be as follows: 
One or two passengers from one railroad depot to another railroad depot, one 
dollar; one or two passengers not exceeding one mile, one dollar; one or two 
passengers any distance over one mile and less than two miles, one dollar and 
fifty cents; each additional passenger of the same party, fifty cents; conveying 
one or two passengers any distance exceeding two miles, two dollars; each 
additional passenger of the same party, fifty cents. 

Children between five and fourteen years of age will be carried at one-half 
the rates named for hacks and two-horce vehicles and children under five years 
of age will be carried free not exceeding one mile. 

Hackney coach or other two-horse vehicle, per day, eight dollars; by the 
hour, including stops, for the first hour, two dollars; for each additional hour or 
fraction thereof, one dollar. 

All rates given above for either one or two-horse vehicles include ordinary 
baggage of each passenger, not exceeding one trunk and twenty-five pounds of 
other baggage. 

The Parmelee Omnibus Company carries passengers and baggage between 
depots and hotels at the rate of fifty cents per passenger, including ordinary 
baggage. 

Regular hack and cab stands are at the County Court House and City Hall, 
adjacent to each of the principal hotels and all railway depots. 

The Pennsylvania Lines lead from Chicago to the East and South. 

The Pittsburgh, Ft. Wayne & Chicago Railway (Ft. Wayne Route), in con- 
nection with the Pennsylvania Railroad, has a direct line via Pittsburgh to Balti- 
more, Washington, Philadelphia and N~w York. 

The Chicago, St. Louis '& Pittsburgh Railroad (Pan Handle Route), in con- 
nection with the Pennsylvania Railroad, has a through line via Columbus and 
Pittsburgh to Baltimore, Washington, Philadelphia and New York. 

The Chicago, St. Louis & Pittsburgh Railroad (Pan Handle Route) has the 
direct lines via Logansport to Cincinnati, Indianapolis and Louisville. 

43 




CHICAGO (Business Portion). 
45 



COLUMBUS. 



The rates of the Columbus Transfer Co. for the transportation of passengers 
and baggage are as follows: 

Coupes, Hansom and Standard Cabs. — Within one mile of Union Depot, 
one passenger with one trunk, twenty-five cents; each additional trunk, twenty- 
five cents. Over one and not more than two miles of Union Depot, one or two 
passengers with one trunk, fifty cents; each additional trunk, twenty-five cents. 
Over two and not more than three miles from Union Depot, one or two passengers 
with one trunk, seventy-five cents; each additional trunk, fifty cents; by the hour, 
one or two persons, seventy-five cents. 

Carriages. — Within one mile of Union Depot, one passenger with one trunk, 
fifty cents; each additional trunk, twenty-five cents. Over one and not more than 
two miles from Union Depot, one or two passengers with one trunk, one dollar; 
each additional trunk, twenty-five cents. Over two and not more than three iniles 
from Union Depot, one or two passengers with one trunk, one dollar and fifty 
cents; each additional trunk, fifty cents; by the hour, one dollar. 

Omnibuses run between the Union Depot and hotels on which the fare is 
fifty cents for each passenger with ordinary baggage. 

Regular cab and carriage stand is on High Street in front of the Capitol 
Building. 

From Columbus the Pennsylvania Lines lead as follows: 

East by way of Pittsburgh the Pittsburgh, Cincinnati & St. Louis Railway 
(Pan Handle Route), in connection with the Pennsylvania Railroad, has a direct 
line to Baltimore, Washington, Philadelphia and New York. 

To Cincinnati the Little Miami Division of the Pittsburgh, Cincinnati & St. 
Louis Railway is the long-established and favorite route. 

To Indianapolis, St. Louis and Chicago the Chicago, St. Louis & Pittsburgh 
Railroad (Pan Handle Route) has the best and most direct lines. 



46 




COLUMBUS. 

47 




CINCINNATI. 




CINCINNATI (Business Portion). 
49 



CINCINNATI 



The city ordinance in regard to hacks provides that the charge for single 
passenger within the Umits of Freeman Avenue, Liberty Street, Eggleston Ave- 
nue and the river shall not exceed fifty cents. Children over ten years of age, half 
price; under that age, free. Each passenger may, without additional charge, 
have carried one trunk and for every additional trunk, twenty-five cents. 

The charge per hour for hacks is limited to one dollar and fifty cents for first 
hour and one dollar for each additional hour. 

The regular day hack stand is at west side Custom House on Walnut Street; 
the night stand on Vine Street, between Burnett House and Fifth Street. 

The rates of the Cincinnati Cab Co. are as follows: To all depots and steam- 
boat landings, twenty-five cents each way, per passenger, without stops, within 
the boundary of Freeman Avenue, Liberty Street, Eggleston Avenue and the 
river. Between the hours of 12 midnight and 7 A. M. these rates will be doubled. 
Beyond Liberty to Brighton House, fifty cents; two passengers, seventy-five cents. 

AvoNDALE. — Oak Street and Reading Road, single trip, one dollar; round 
trip, one dollar and fifty cents. Reading Road and Mitchel Avenue, single trip, 
one dollar and fifty cents; round trip, two dollars. Chester Park. — Single or 
round trip, three dollars. Clifton. — Single trip, two dollars; round trip, two 
dollars and fifty cents. Covington and Newport. — Single or round trip, one 
dollar, passenger paying the bridge toll. Cumminsville. — Single or round trip, 
two dollars. Grandin Road Terminus. — Single or round trip, three dollars. 
Mt. Auburn. — Single trip, one dollar and fifty cents; round trip, two dollars. 
Price Hill (top of Incline). — Single or round trip, two dollars; foot of Incline, 
single or round trip, one dollar. Riverside. — Single or round trip, three dollars. 
Sedamsville. — Single or round trip, two dollars. Spring Grove Cemetery. 
— Single or round trip, two dollars and fifty cents. Walnut Hills. — Peebles' 
Corner, single trip, one dollar; round trip, one dollar and fifty cents. St. Francis 
de Sales Church corner, single trip, one dollar and fifty cents; round trip, two 
dollars. All points not included in above schedule considered by time rate of one 
dollar per hour. In round trips a stop exceeding ten minutes will be charged at 
the rate of one dollar per hour. Same fare for one or two passengers outside of 
fifty-cent limit. 

From Cincinnati the Pennsylvania Lines lead as follows: 

East. — The Pittsburgh, Cincinnati & St. Louis Railway (Pan Handle Route) 
in connection with the Pennsylvania Railroad, is the best line to Pittsburgh, 
Harrisburg, Philadelphia and New York and direct connection is made for Balti- 
more and Washington. 

To Chicago. — The Pan Handle Route, long known as the best line from 
Cincinnati to Chicago, via the C, H. & D. R. R. and Richmond now controls its 
own direct line between those points. 

To Cleveland, — The Mt. Vernon and Pan Handle Route via Columbus. 

To St. Louis. — The C, H. & D. and Windalia Line via Indianapolis. 

50 



CLEVELAND. 



The rates for carriage, coupe and baggage service to and from depots in 
Cleveland have been fixed by city ordinance as follows: 

From any steamboat landing or railroad depot to any hotel or private resi- 
dence, on or west of Erie Street, or vice versa, for each passenger with ordinary 
baggage, fifty cents; east of Erie Street and on or west of Sterling Avenue, single 
passenger, seventy-five cents; for two or more passengers, each, fifty cents; 
east of Sterling Avenue and on or west of Willson Avenue, for one or three pas- 
sengers, one dollar and fifty cents; for each additional passenger, fifty cents; 
east of Willson Avenue to city limits, for one or three passengers, two dollars; 
for each additional passenger, one dollar; on or east of State and York Streets, 
single passenger with ordinary baggage, fifty cents; for two or more passengers, 
each, fifty cents; west of State and York streets and east of or on Liberty Street, 
West Side, one or more passengers, each, seventy-five cents; for each additional 
passenger, fifty cents; west of Liberty Street or south of Walworth Run or Cuy- 
ahoga River, for one or three passengers, one dollar and fifty cents. 

The rate for coupe service per hour is one dollar, for coach service per hour, 
between 7.00 a. m. and 11.00 p. M., is one dollar and fifty cents for first and one 
dollar for each succeeding hour. For Hansom and Standard cab service the 
rate per mile or any fraction thereof is twenty-five cents per passenger or one 
dollar per hour. Prices by the hour include all stops. Prices bv distance do not 
include stops of over five minutes. 

From Cleveland the Pennsylvania Lines lead as follows: 

The Cleveland & Pittsburgh and Pennsylvania Railroads via Pittsburgh to 
Baltimore, Washington, Philadelphia and New York. 

The Mt. Vernon and Pan Handle Route to Columbus, Cincinnati, Indianap- 
olis and St. Louis. 




CLEVELAND. 
52 




CLEVELAND (Business Portion). 
53 



HARRISBURG. 



The Harrisburg Transfer Company charges from depot to hotels and resi- 
dences within the city and vice versa twenty-five cents per passenger and twenty- 
five cents per trunk. 

The rates for Gurney cabs are as follows: 

Market Street to Reily or Magnolia, or less (one or two addresses), each 
person, twenty-five cents; four persons, seventy-five cents. Reily to city limits 
and Magnolia to city limits, one or two persons, additional, ten cents; three or 
four persons, additional, fifteen cents. Front Street to Allison Hill at same 
rates. To Opera House, parties, etc., and return, within limits, one or two per- 
sons, one dollar and fifty cents; three or four persons, two dollars. By the 
hour: Within limits, one or two persons, sixty-five cents; within limits, three or 
four persons, seventv-five cents. 

Regular cab stand is at the southwest corner of Second Street and Straw- 
berry Avenue. 

From Harrisburg the Pennsylvania Lines lead: 
East to Philadelphia and New York. 
South to Baltimore and Washington. 
North to Wilkesbarre, Elmira and Canandaigua. 

West to Erie, Pittsburgh, Cleveland, Toledo, Chicago, Columbus, Cincinnati, 
Indianapolis, Louisville and St. Louis. 



INDIANAPOLIS. 



Indianapolis has a systematic and complete passenger and baggage transfer 
and cab line. The omnibus fare from depot to hotels and vice versa is twenty- 
five cents for each passenger and twenty-five cents additional for each trunk. 
Omnibuses only carry passengers between hotels and depot. The carriage fare 
from Union Depot to hotels and residences in any part of the city is fifty cents, 
including one trunk. Hansom cab fare from hotels or residences to and from 
the depot is twenty-five cents within a mile radius of the circle, which radius ex- 
tends from North to South Streets and from East to West Streets. Beyond that 
limit twenty-five cents additional is charged to any point within the city limits. 
The charge for Hansom cab per hour is seventy-five cents and seventy-five cents 
for each additional hour or fraction thereof. Coupe fare is one dollar per hour 
for each hour or fraction thereof. 

Hack and cab stands are in front of the Denison House, Bates House and 
Grand Hotel. 

From Indianapolis the Pennsylvania Lines lead by direct routes to the North, 
East, South and West. The Chicago, St. Louis & Pittsburgh Railroad (Pan Handle 
Route) controls the direct line to Chicago and by way of Pittsburgh and the 
Pennsylvania Railroad runs through cars to Baltimore, Washington, Philadel- 
phia and New York. The Jeffersonville, Madison & Indianapolis Railroad 
("Jeff Route") is the short line to Louisville and the Vandalia Line is the route 
to St. Louis. 



56 



_ Railroad Lines 

street Cars 

-Streets & Oliver Roads 




INDIANAPOLIS 

57 




LOUISVILLE. 







street Car Lines 
Other Streets - 



LOUISVILLE (Business Portion). 
59 



LOUISVILLE. 



The Louisville Transfer Co. charges fifty cents for each passenger and twenty- 
five cents for each trunk to and from depots; fifty cents for a trunk unaccompan- 
ied by a passenger, twenty-five cents per trunk when there is more than one. By 
the hour the charge for carriages is one dollar and fifty cents, for coupes one 
dollar. 

From Louisville the Pennsylvania Lines lead to the North, East and West. 

To Chicago, the J., M. & 1. and Pan Handle Route is the direct line. 

To St. Louis, the J., M. & I. R. R., via Indianapolis and the Vandalia Line, 
offers good accommodations. 

To the East, the Louisville & Nashville Railroad connects at Cincinnati with 
the Pittsburgh, Cincinnati & St. Louis Railway — Pan Handle Route — which runs 
through cars via Pittsburgh to Baltimore, Washington, Philadelphia and New 
York. 



NEVS^ YORK. 



Stages run from the corner of South Fifth Avenue and Bleecker Street up 
Fifth Avenue to Seventy-Second Street. Fare, five cents. 

Before hiring a cab or carriage in New York be sure to make an exact 
agreement with the driver as to the charge. If you do not you are likely to be 
subjected to an attempted overcharge and annoyance. The legal rates are fixed 
by city ordinance, as follows: 

OxE-HoRSE "Cabs" or "Hansoms." — i. For conveying one or more 
persons any distance, sums not exceeding the following amounts: Fifty cents for 
the first mile or part thereof, and each additional half-mile or part thereof, twenty- 
five cents. By distance, for "stops" of over five minutes and not exceeding 
fifteen minutes, twenty-five cents. For longer stops, the rate will be twenty-five 
cents for every fifteen minutes or fraction thereof, if more than five minutes. For 
a brief stop, not exceeding five minutes in a single trip, there will be no charge. 

2. For the use of a cab (or hansom) by the hour, with the privilege of going 
from place to place, and stopping as often and long as may be required, one 
dollar for the first hour or part thereof, and for each succeeding half-hour or part 
thereof, fifty cents. 

Two-Horse " Coaches." — 3. For conveying one or more persons any 
distance, sums not exceeding the following amounts: One dollar for the first 
mile or part thereof, and each additional half-mile or part thereof, forty cents. 
By distance, for stops of over five minutes and not exceeding fifteen minutes, 
thirtv-eight cents. For longer stops the rate will be thirty-eight cents for every 
fifteen minutes. For a brief stop, not exceeding five minutes in a single trip, 
there will be no charge. 

4. For the use of a coach by the hour, with the privilege of going from place 
to place and stopping as long and often as may be required, one dollar and fifty 
cents for the first hour or part thereof, and for each succeeding half-hour or part 
thereof, seventy-five cents. 

5. No cab or coach shall be driven the time-rate at a pace less than five miles 
an hour. 

6. From "line balls" (i. e. large social gathermgs where cabs and carriages 
pass in line), one or two passengers, to any point south of Fifty-Ninth Street, two 
dollars; each additional passenger, fifty cents; north of Fifty-Ninth Street, each 
additional mile shall be charged for at a rate not to exceed fifty cents per mile. 

7. Every owner or driver of any hackney coach or cab shall carry on his 
coach or cab one piece of baggage, not to exceed fifty pounds in weight, without 
extra charge; but for any additional baggage he may carry he shall be entitled 
to extra compensation at the rate of twenty-five cents per piece. 

From New York, the Pennsylvania Lines lead to Philadelphia, Baltimore, 
Washington, Harrisburg, Pittsburgh, Cleveland, Cincinnati, Indianapolis, Louis- 
ville, St. Louis and Chicago. 




YORK. 



THE HOTELS AND RESTAURANTS OF NEW YORK 

{Condensed frojn Appletons Dictionary of i\ew York.) 

The hotels of New York may be generally divided into three great classes: 
(l) those kept on the American plan, (2) those kept on the European plan 
and (3) those in which these two methods are combined. The prices of rooms 
on the European plan have a wide range, depending entirely upon size and loca- 
tion. From $1 to ^3 per day is a fair estimate; the former price will procure a 
single room for one gentleman and the latter a fair-sized chamber for two 
persons, at a good house. For suites, comprising sitting-room, bed-room and 
Ijath, $20 to $50 per week is a fair average price. At all hotels on the American 
plan at least three meals a day are served. The prices range from $2.50 a day 
tog4.oo a day; but these merely represent a basis upon which higher prices are 
computed for rooms of extra size, number and location. Among the first-class 
hotels on this plan are the Fifth Avenue, Windsor, Metropolitan, Grand Central 
and New York. Among the most elegant hotels in New York which are con- 
ducted on the European plan are the Brunswick, the Buckingham, the Brevoort, 
the Grand, the Gilsey, the Hoffman and the St. James. The Astor, far down- 
town, maintains its old reputation. Among the less expensive but excellent hotels 
on this plan are the Continental, Glenham, St. Denis, St. Cloud and Union Square. 
The best hotels at which either of these two plans may be elected are the 
Clarendon, Sturtevant and Ashland. When a stay of several weeks or months 
at an hotel is contemplated a considerable reduction from the regular rates can 
always be obtained. The understanding to that effect should be had, however, 
immediately upon your arrival. 

Under the name of restaurants come oyster saloons, chop-houses, lunch- 
counters, fifteen-cent restaurants, commonly called " hash-houses," foreign restau- 
rants, the restaurants attached to first-class hotels kept upon the so-called 
European plan, dairies and restaurants proper. Beginning at the top, Delmonico's 
restaurant occupies a large building fronting on Fifth Avenue, Broadway and 
Twenty-sixth Street. The cuisine and the service of this house are not sur- 
passed by any restaurant in the world and the same may safely be said of the 
prices, which are commensurate with the service. Two persons can dine at 
Delmonico's modestly for $5.00, but unless one is prepared to spend at least 
that amount he should seek some less expensive place. It may be said here, how- 
ever, that at Delmonico's, as at all other strictly first-class restaurants, the rule 
that what is enough for one is enough for two obtains. If the waiter on taking 
an order for two persons inquires whether you wish one portion or two, it is certain 
that one is enough. If the point is not raised by the waiter, the inquiry should be 
made by the diner. Diagonally opposite Delmonico's, on Fifth Avenue, and cov- 
ering the front of the square between Twenty-sixth and Twenty-seventh Streets, 
is the Hotel Brunswick, which has the most charming dining-hall in this country'. 
The food, as regards cooking and service, is quite as good as that at Delmonico's 
and quite as expensive. Among the other strictly first-class restaurants, where the 

64 



prices are, however a trifle lower than at these two places, are the restaurants con- 
nected with the Gilsey House, Broadway and Twenty-ninth Street; the Hoffman 
House, Broadway, between Twenty-fourth and Twenty-fifth Streets; the St. James 
Hotel, Broadway and Twenty-sixth Street, and the Coleman House, at Broadway 
and Twenty-seventh Street, and the Parker House, at Broadway and Thirty-fourth 
Street. At Taylor's Saloon, under the St. Denis Hotel, at Broadway and Eleventh 
Street, the cooking and service are very good and a fair dinner for two persons 
may be obtained for g2.oo, without wine, or a modest one for even less. Clark's, 
in West Twenty-third Street; Purssell's, Broadway, near Twentieth Street, and 
the Vienna Bakery,' at Broadway and Tenth Street, are places most frequented 
by ladies. At the Sinclair House, at Broadway and Eighth Street, the cooking 
is excellent and the prices moderate. Among the best places in New York to 
breakfast or dine are a number of restaurants kept by foreigners, where a good 
table d'hote dxnnQT consisting of five courses and accompanied by a pint bottle of 
fair claret may be obtained. Some of the best of these are Morello's, Twenty-ninth 
Street east of Broadway, dinner from 6 to 8, at $1.25, and Moretti's, at Third 
Avenue and Fourteenth Street at $1.00. Table d'hote dinners are also served at 
the Brunswick; at Purssell's, Broadway, near Twentieth Street; at Donavan's, in 
Twelfth Street, near Fifth Avenue; Jacque's, at 54 West Eleventh Street, and at 
the Metropolitan Hotel. Prices vary at these places from ^i.oo to $1.50. 
In the lower part of the city the restaurants chiefly assume the character of lunch- 
rooms. Delmonico's, at 341 Broadway; Delmonico's, in Broad Street, near 
Exchange Place; Delmonico's, at the Junction of Beaver and William Streets; 
Sutherland's, 64 Liberty Street; Cable's, in Broadway, near Pine Street; are of 
excellent repute. Perhaps the most popular lunch-room in the city is in the 
rotunda of the Astor House. The Metropolitan Hotel, at the corner of Broad- 
way and Prince Street; the Grand Central, in Broadway, opposite Bond Street, 
and the Morton House, corner of Broadway and Fourteenth Street, have con- 
nected with them fine restaurants and lunch-rooms. Among the German lunch- 
rooms the best are the Rathskeller, in the basement of the Staats Zeitung 
building, in Printing House Square; the Postkeller, in a basement at the north- 
west corner of Broadway and Barclay Street, and Hollender's, in the base- 
ment corner of Broadway and Chambers street. Under the New York Times 
building, in Printing House Square, is Nash & Crook's, a large and wellpatronized 
restaurant. The " 15-cent eating-houses," so called because a cut from a joint, 
with "trimmings" of bread, butter, potatoes and pickles, is served for 15 cents, 
and other dishes at corresponding prices, are very numerous in the lower part of 
the city. Among the best are Currier's and the Belmont, both in Fulton Street, 
between Broadway and Nassau Street; Legget's, in Chatham Street, near North 
William Street; Everett's, in Chatham Street, just above Chambers Street; 
Smith & McNeil's, in Washington Market. There are a number of French 
restaurants, the largest and best of which is Mouquin's, in Fulton Street, east of 
Broadway and running through to Ann Street. Vianest's, in Fulton Street, just 
below William Street, is a small but well-kept place. There are oyster saloons 
in all the Avenues. 

65 




NEW YORK 




(Business Portion). 




PHILADELPHIA. 

68 




MPt 



.J^sr 






PHILADELPHIA (Business Portion). 
69 



PHILADELPHIA. 



The limits within which the reg^ular rates for cabs as given below apply are 
as follows: North to Cambria Street, south to Snyder Avenue, west to Fiftieth 
Street, east to Delaware River. 

Pennsylvania Railroad Cab Service — Hansom Rates of Fare, by 
THE Trip. One mile and one-half or less, to one address, one or two persons, 
twenty-five cents; one mile and one-half or less, to two addresses, one or two 
persons, fifty cents; each additional mile or fraction thereof, one or two persons, 
fifteen cents. 

By the Hour. For the first hour or fraction thereof, one or two persons, 
sixty-five cents; for each additional hour, one or two persons, sixty-five cents; 
for each additional quarter hour or less, one or two persons, twenty cents. No 
charge for small parcels carried inside the vehicle. Valises, each, ten cents. 

Rates of Fare for Four-Wheeler — By the Trip. One mile and one- 
half or less, to one address, one or two persons, forty cents; one mile and one- 
half or less, to two addresses, one or two persons, seventy cents; each additional 
passenger, ten cents; each additional mile or fraction thereof, one or four persons, 
twenty cents. 

By the Hour. For the first hour or fraction thereof, one or four persons, 
seventy-five cents; for each additional hour, one or four persons, seventy-five 
cents; for each additional quarter hour or less, one or four persons, twenty cents. 
No charge for small parcels carried inside the vehicle. Valises, each, ten cents; 
trunks, each, twenty-five cents. Two pieces of baggage only allowed on each 
four-wheeler. Engagements for more than two addresses will be charged for by 
the hour. Ten squares equivalent to one mile. 

Standard Cab Co.'s Service — By the Trip. Fifteen squares or less, one 
or two addresses, hansom or cab, each person, twenty-five cents; fifteen squares 
or less, three or four persons, cab, seventy-five cents; each additional ten squares 
or less, one, two, three or four persons, fifteen cents. 

By the Hour. Hansoms, within limits, sixty-five cents; hansoms, park, one 
dollar; cabs, within limits, one or two persons, sixty-five cents; cabs, within limits, 
three or four persons, seventy-five cents; cabs, park, one, two, three or four per- 
sons, one dollar; hansom or cab, outside of limits, one dollar; theatres, balls and 
receptions and return, within twenty squares, one or two persons, one dollar and 
fifty cents; theatres, balls and receptions and return, within twenty squares, three 
or four persons, two dollars; large valises, ten cents; trunks, twenty-five cents; car- 
riages and landaus, carrying four persons, one dollar and fifty cents; broughams 
and coupes, carrying two persons, one dollar; extension broughams or landauletts, 
carrying three persons, one dollar and twenty-five cents; victorias, double, two 
dollars; victorias, single, one dollar and fifty cents; victoria hansoms, one dollar. 

The prominent hack stands are located at the Broad St. Station, on South Penn 
Square, above Broad Street, and at the Continental, Girard and Lafayette Hotels. 

From Philadelphia the lines of the Pennsylvania Railroad radiate in every 
direction: East to New York, Atlantic City, Cape May, and all the resorts of the 
New Jersey coast; South to Cape Charles, Baltimore, Washington and Richmond; 
North to Reading, Williamsport, Elmira and Canandaigua; West to Harrisburg, 
Pittsburgh, Cleveland, Columbus, Cincinnati, Toledo, Indianapolis, Louisville, 
St. Louis and Chicago. 

70 



PITTSBURGH AND ALLEGHENY. 



In omnibuses of the Excelsior Livery and Baggage Express Co. the charge 
between Pittsburgh Union Station and any principal hotel is twenty-five cents per 
passenger, fifty cents for one passenger with trunk; one trunk unaccompanied by 
passenger to or from Union Station, forty cents; between Union Station and Alle- 
gheny, fifty cents. 

The same company charges for carriages and coupes between Union Station 
and hotel for one person, fifty cents; two persons, one dollar; three or four persons 
(in carriage), one dollar and fifty cents; for single hour, carriage, one dollar and 
fifty cents; coupe, one dollar; for two hours, carriage, two dollars and fifty cents; 
coupe, two dollars; three hours, carriage, three dollars and fifty cents; coupe, 
two dollars and fifty cents. 

The rates for Standard cabs are: Between Union Station and hotel, twenty- 
five cents; per hour, seventy-five cents; half hour, fifty cents; quarter hour, 
twenty-five cents. 

Bridge toll will be added to rates given above and when a conveyance is en- 
gaged the driver should be informed whether it is desired by the hour or the trip. 

At Allegheny station of the Pennsylvania Company carriages and coupes 
may be secured of the Allegheny Express Company at rate of one dollar per hour 
for carriages and seventy-five cents per hour for coupes. 

From Pittsburgh the Pennsylvania Lines lead: 

East via the Pennsylvania Railroad to Harrisburg, Baltimore, Washington, 
Philadelphia and New York. 

North via the Pennsylvania Company's Lines to Erie, Ashtabula and Cleve- 
land. 

West via the Fort Wayne Route to Toledo and Chicago; via the Pan Handle 
Route to Columbus, Cincinnati, Indianapolis, Louisville and St. Louis. 




PITTSBURGH AND ALLEGHENY. 
72 




PITTSBURGH AND ALLEGHENY (Business Portion). 

73 




ST. LOUIS. 
74 







ST. LOUIS (Business Portion). 

75 



ST. LOUIS. 



The St. Louis Transfer Co. runs omnibuses and carriages from the Union 
Depot to hotels and residences all over the city. It checks baggage on trains to 
residences and hotels, or from hotels and residences to destination of ticket held by 
passenger, and calls at residences or hotels for passengers. Its rate in omnibuses 
is fifty cents for passenger and ordinary baggage within the territory bounded on 
the west by Grand Avenue; beyond that limit there is an additional charge of 
twenty-five cents. The charge for carriages is about one and one-half times omni- 
bus rates, the baggage being handled the same as when omnibuses are engaged. 
The principal hack stand in St. Louis is at the Court House, the block bounded 
by Chestnut, Fourth, Market and Broadway Streets. There is also a carriage 
stand at the depot. 

The St. Loiiis Hansom Cab Co. has stands at the following points: Compton 
Avenue and Olive Street; Olive and Eighth Streets; west side of Sixth between 
Pine and Olive Streets; Planter's House; Southern Hotel; Lindell Hotel; Park 
and Mississippi Avenues. Cab rates are for one or two passengers, each mile 
twenty-five cents, additional half mile after the first mile fifteen cents; seventy- 
five cents per hour within three miles of the Court House, one dollar per hour be- 
yond that limit. 

From St. Louis the Pennsylvania Lines lead: 
Via Vandalia Line and Illinois Central to Chicago. 

Via Vandalia Line and Indianapolis to Cincinnati, Columbus, Cleveland. 
Pittsburgh, Baltimore, Washington, Philadelphia and New York. 



76 



AVASHINGTON. 



The rates of fare for hacks, cabs and other vehicles for hire for the convey- 
ance of passengers, whether engaged upon the streets or at any livery stable, are 
fixed by police regulations as follows: 

By the Hour. Between five a. m. and half hour after midnight, one or two 
passengers, first hour, seventy-five cents; each additional quarter hour or part 
thereof, twenty cents; for multiples of one hour, charge per hour at rate of 
seventy-five cents; three or four passengers, first hour, one dollar; each additional 
quarter hour or part thereof, twenty-five cents; for multiples of one hour, charge 
per hour at rate of one dollar. 

By the Trip. Between five a. m. and half hour after midnight, for fifteen 
squares or less, each passenger, twenty-five cents; each additional five squares 
or part thereof, ten cents; for multiples of fifteen squares, charge per fifteen 
squares at rate of twenty-five cents. 

Between a half hour after midnight and five a. m. the charges are slightly 
higher than those specified above. When a two-horse hack is engaged at a livery 
stable the proprietor or driver may make in advance a special agreement which 
shall govern the charge for its use. Hacks engaged upon the street that are 
drawn by two horses and have seats for four passengers may charge by the hour 
at not to exceed one dollar and one-half for the first hour and twenty-five cents 
for each additional quarter hour, but they shall not be required to take fewer 
than two passengers. When it is not agreed that a hack is engaged by the hour 
it shall be considered that it is engaged by the trip. The fare to any point 
outside the cities of Washington and Georgetown shall in all cases be charged 
by the hour or part of an hour and if the hack is dismissed outside these cities a 
charge of twenty-five cents additional may be made. 

All rates given above include for each passenger one trunk or other traveling 
box or bag and small packages that may be conveniently carried within the hack. 

From Washington the Pennsylvania Lines lead as follows: East to Philadel- 
phia and New York; north to Baltimore, Harrisburg, Elmira and Canandaigua; 
west to Pittsburgh, Cleveland, Columbus, Cincinnati, Indianapolis, Louisville, St. 
Louis, Toledo and Chicago. 




WASHINGTON (Central Portion), 



Information regarding Routes, Rates and Through Car Facilities will be furnished by 
any of the following named representatives of the 

PENNSYLVANIA LINES. 

F. VAN DUSEN Chief Ass't Gen'l Pass. Agent Pittsburgh, Pa. 

C. W. ADAMS AssT Genl Pass. Agent 65 Clark Street, Chicago, III. 

J. M. CHESBROUGH- ASST Genl Pass. Agent 1 00 North Fourth Street, St. Louis, Mo. 

H. R. DERING Ass'T Genl Pass. Ag't, Illinois AND Washington Sts., Indianapolis, Ind. 

C. L. KIMBALL Ass'T Genl Pass. Agent lea Bank Street, Cleveland, O. 

D. I. ROBERTS Ass'tGen'l Pass. Agent Fourth and Vine Sts., Cincinnati, O. 

GEO. E. FARRINGTON- General Agent Terre Haute, Ind. 

FOR THE INTERIOR STATES. 

J. G. RUPLE District Passenger Agent Columbus, O. 

SAMUEL MOODY District Passenger Agent Pittsburgh, Pa. 

A. F. READ City Passenger Agent Pittsburgh, Pa. 

SAMUEL A. MYERS •• Traveling Passenger Agent Pittsburgh, Pa. 

J. G. TOMLINSON-. Passenger Agent Wheeling, W. Va. 

WM. HUNTER City Passenger Agent Columbus, O. 

H. D. KILGORE Traveling Passenger Agent Alliance, O. 

C. F. CRAWSON Traveling Passenger Agent Newark, O. 

C. C. HAINES Traveling Passenger Agent Dayton, O. 

GEO. E. ROCKWELL . • Local Passenger Agent Indianapolis, Ind. 

T. R. WILT City Passenger Agent Indianapolis, Ind. 

CHAS. H. mixer Traveling Passenger Agent- • ' Terre Haute, Ind. 

F. W. BUSKIRK City Passenger Agent Cincinnatij O. 

G. G. BELTZHOOVER City Passenger Agent- ■ ' Chicago, III. 

G. W. METZGER Local Passenger Agent Chicago, III. 

WM. FORSYTHE City Passenger Agent St. Louis, Mo. 

C. L. NESBIT Traveling Passenger Agent Columbus, Ind. 

J. G. MANLOVE, Jr. -Traveling Passenger Agent Springfield, III. 

D. L. SMITH Traveling Passenger Agent Fort Wayne, Ind. 

D. C. MACWATTERS- City Passenger Agent Cleveland, O- 

FOR THE WEST AND NORTHWEST. 

J. B. KIRK LAND Pacific Coast Agent lO Montgomery St., San Francisco, Cal. 

J. M. GREAVES Traveling Passenger Agent St. Paul, Minn. 

ALBERT GEERLINGS-CiTY Passenger Agent Milwaukee, Wis. 

GEO. T. HULL Traveling Passenger Agent Denver, Col. 

GEO. JENKINS Traveling Passenger Agent Dubuque, I a. 

THOS. H. THORP Traveling Passenger Agent Des Moines, I a. 

G. B. TEEDRICK Traveling Passenger Agent Kansas City, Mo 

CHAS. CONKLIN Northwestern Passenger Agent Kansas City, Mo. 

W. D. WETHERELL -• Special Passenger Agent St. Louis, Mo. 

J. VAN DUSEN Western Traveling Agent Chicago, III. 

CHAS. E. OWEN Western Passenger Agent Wichita, Kan. 

FOR THE SOUTH AND SOUTHWEST. 

A. ANDERSON District Passenger Agent Louisville, Ky. 

G. L. A. THOMSON- - City Passenger Agent Louisville, Ky. 

E. M. BRONSON Southeastern Passenger Agent Cincinnati,©. 

GEO. R. THOMPSON .Southern Passenger Agent New Orleans, La. 

CHAS. C. CURTICE.- -Southwestern Passenger Agent Dallas, Texas. 

R. H. LACEY Traveling Passenger Agent Nashville, Tenn. 

F. E. STEVENSON -. - Traveling Advertising Agent Chattanooga, Tenn. 

JAMES McCREA, E. A. FORD, 

Genl Manager, Gen- l Pass. Agent. 

PITTSBURGH, PA. 

8i 





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